Engine governor



Feb. 15, 1.938. A. K, ANToNsl-:YN

ENGINE GOVERNOR Filed Dec. 28, 1955 4 Sheets-Sheet l n? K. w, g

m T. N0 uw man K., M M an A TTORNE Y.

Feb. 15, 1938. A y,empl-QNSEN 2,108,464

` ENGINE GOVERNOR Filed Dec. 28, 1935 4 Sheets-Sheet 2 Ill' - ATTORNEY.

' Feb. 15, 1938. A. K, ANToNsEN ENGINE GOVERNOR Filed Dec. 28, 1935 4 Sheets-Sheet 3 E? 75. Zeug l ATTORNEY.

Feb. 15, 1938.4 i A. K. ANjroNsEN 2,108,464

ENGINE GOVERNOR By l 7 ATTORNEY.

I Patented Feb. 15, 1938 UITED sTArrl-:s

ENGINE GovEnNoa- Anker x. Antonsen, Beloit, Wis., assigner to Fairbanks, Morse & Co., Chicago, Ill., a corno;-

ration of Illinois Application December 28, 1935, Serial No. 56,439

6 Claims.

This invention relates to improvements in engine governors, and more particularly to speed responsive control units adapted for use with internal Diesels.

An object of the invention, generally stated, is attained in a governor for the purpose noted, and which 'is characterized by an improved degree l of response to relatively smaller fluctuations in engine speed, substantially throughout the predetermined speed range through which the governor is required to operate for regulation, for example, Vof .the fuel supply of the associated engine.

An additional important object of the present invention, when embodied ina centrifugal governor of a type in which the weights are opposed by spring loading, is to provide a closely predetermined variation of the effective spring rate, as the yspring loading is varied to change the speed setting of the governor and the engine with which it is associated.

A further object of the invention is attained in an improved governor assembly for use particularly on internal combustion engines and which exhibits an improved degree of fuel supply regulation, Within the lower ranges of governor controlled speeds, and which possesses a considerably improved nicety of regulation in the ranges of speed through which solid injection engines have been heretofore governor controlled only with difficulty.

Yet-another object of the invention is attained in an improved arrangement oi' the operative connections and control elements of the governor'assembly, such as to minimize inertia effects V and the usual veilects of friction at rest, heretofore operating'against a satisfactory response of .40 the governor to minor fluctuations in engine speed.

A still further-object of the invention is attained in an improved arrangement of-governor springs, embodying at least two springs of dif-'- ferential loading, together with means for vary- 1 ing the loading of one, preferably the more heavily loaded or main spring, in such a manner -as to-attain through a. manual control element, a variation of -the'effective spring rate and a. finer degree of regulation of governor spring loading,

than heretofore possible withkconventional devices.

foregoingY and numerous other objects will more clearly appear fronthefollowing detailed description of preferred :embodiments of theclucombustion engines, being peculiarlyA .5 suited to engines of solid-injection types, such as vention, consideed'in connection with the accompanying drawings, in which:

Fig. 1 is an end elevation of an engine, particularly the governor end thereof, and the gov-A ernor housing, drawn to a relatively reduced scale, on which is shown a manual control lever utilized to eifect'speed regulation ofthe engine through the governor; Fig. 2 is a vertical sectional elevation throughthehousing appearing in Fig. 1, and illustrating a governor assembly of a design in accordance with the present invention; Fig. 3 isa generally vertical sectional elevation of the assembly as viewed along the stag-v gered section indicated by line 3-3 of Fig. 2; Fig. 4 is a section taken transversely of the assembly of Fig. 2, and as viewed along line 4-4 thereof; Fig. 5 is a transverse sectional elevation showing particularly the governor bracket, centrifugal elements, d rivegear and fuel control connection,` as viewed along line 5 5 of Fig. 2; Fig. 6 is a detail of portions of the connection from the governor to a fuel control rod, as viewed along line 6-6 of Fig.- 5; Fig. 7 is a fragmentary sectional elevation of a portion of the connection from the governor to the engine fuel control organization, as viewed along line l-l l'of Fig. 5; Fig. 8 is a side elevation, showing certain elements in section, of a fuel or injection pump and drive therefor as adapted for use with and control by the governor organization of the preceding gures, and as viewed from-line 8-8 of Fig. 3; Fig. 9 is avertical dsectional'elevation of portions of the assembly illustrating a. modified arrangement of the. centrifugal elements and portions of the connection therefrom to one of the 'governor springs; Fig. 10 is a horizontal sectional elevation of the device appearing in Fig. 9, and as viewed along line lil-l0 `tlriereof, and Fig. 11 is a fragmentary view illustrating further'details ofthe modification shown by g. 9, and as viewed from line il--Ilv o fv'Fig.-9.

Referring first to Fig. 2, the governor assembly is convenientlylocated vadjacent to, and driven by an engine shaft, such as camshaft I5, to which is keyed or' otherwise secured, a governor drive gear I6, enmeshing with an angularly lrelated. governor gearil, the latter being shown as characterized by teeth of a helical or related type to permit the angular vdisposition of the gears as shown. 'Ihe assembly is' by preference, disposed within an enclosure .or housing, formed in two portions, the lower of which is characterized by walls 20 which may b e detachably carried 'by an end portion 2i of the engine frame,-and may be utilized as an oil reservoir-to permit of splash oiling the gears and other movable elements of the assembly. The enclosure of the parts is completed by an outer wall 22, and a removable cover 23, the latter seating on| and mating with the portion 20 so as to form a substantially oil-tight and dust-proof housing for the movable governor Darts.

Within the housing 20 is a mounting bracket 24, secured as by stud bolts 25 to the engine frame 2|, or other convenient anchorage. The bracket 24 is characterized by a substantially cylindrical portion closed at its outer end as by a plate 26 assembled as a head to the-cylindrical portion, by screws 21. Projecting endwise from the cylindrical portion of the bracket, is an arm 28, at the outer end of which is a bearing portion 29 serving the purposes hereinafter described. The cylindrical portion of the bracket 24 serves to hold a pair of spaced bearings, illustrated as of antifriction, particularly ball type, and indicated at 32. These are shown as located to engage journal portions 33 on a governor shaft 34, to which is y secured the gear |1 so as to be driven thereby.

ythe shorter arm of The shaft 34 is positioned against endwise novement by a threaded collar 35, and projects beyond and outwardly of the cylindrical portion of the bracket 24, to receive the gear" |1. The gear |1, besides being a driven element, also serves as a rotary pivot bracket for a pair of governor weights 36 and 31, each of somewhat semi-cylindrical form, and provided with ears 38 and 39 (Fig. engaged by pivots 42 and 43- through which the weights are secured to the-gear |1.

Within the connes of the weights is located an antifriction, preferably bail type, bearing 44, in the nature of a thrust bearing, the inner race thereof occupying a reduced portion on one end of a governor sleeve, later described, and the outer ball race being engaged bycamming elements respectively formed onor carried by the weights, one thereof being shown at 48, associated with the weight 36.

5|, to receive and conform to a. cap,element 55 to which it is secured, the latter serving with other elements as will appear, to translate the axial movement of sleeve 50, to the spring mechanism and to the engine fuel assembly or othery organization to'v be controlled.

Extending transversely through the cap 55 is a pivot pin 58, freely movable about its axisA through the bore therefor in the cap, and 'provided with projecting, reduced, flattened ends 51. 'I'he latter extend -into and operatively engage the opposite furcations 60, collectively constituting a bell crank lever, the opposite o r longer arm of whichsis indicated at 6|. The furcations or arms 60 are slotted as at 62, the flattened sides of the projections 51 of pin 56, permittingthese trunnion portions to enter and work along the slots 62. The fbell crank lever is provided with a fixed pivot 64, mounted in the end portion indicated generally at 29, of the governor bracket 24. I l

The longer arm 6| of the bell crank lever 60-6l is provided with a projection or pin 68 (Fig. 6), characterized by an enlargement 69 which 'may' if desired, consist of a roller on the pin 68. The portion 69 occupies a lateral recess spring 8|, which may for the present purpose be.

regarded as an auxiliary governor spring. This element is preferably of compression type, and

. has an outer abutment shown as a collar 82 secured as by cotter key 83, to the rod 1|.

Forpurposes of connection to the engine fuel control organization, a suitable example of which is hereinafter described, there is shown an arm 85 (Fig. 5) apertured at one end for securement to the rod 1|, to which it is assembled as by nut 86. The opposite end of the arm 85 is furcated, and the furcations thereof slotted as at 81 and serve to.receive trunnions or projections 88 carried, for example, by an/injection pump co ol rod or rack 90, (Figs. `5 and 8).

Although the operation of the governor and associated elements as thus far described is thought to be apparent from the description of parts and their assembly, it may be mentioned for completeness that rotation o f the gear I6 during operation of the engine, imparts, in the device disclosed, movement to gear I1 at a substantially increased rate; this gear being secured to shaft 34 and the latter being positioned against substantiallyV axial movement, rotation of the gear |1 carrying weights 36 and 31 will result in their outward displacement under centrifugal inuence. This movement of the weights results in a. camming action of projections 48 and 49 vagainst the ball bearing `assembly 44, in a manner tending to displace the sleeve 50 to the left (Fig. '2) and therewith the cap element 55 and the forked ends of the bell crank lever 60-6|. This control movement of the bell crank-lever will ,be in a clockwise direction (Fig. 5) about the pivot 84, and as will appear from a comparison lof Figs. 5 and 6,will result in a displacement of the rod 1| to the left (Fig. 6). against the loading of spring BI. This endwise or reciprocal movement of the rod 1| will result in a similar displacement of the injection pump control rack or rod 90, in

a manner to governthe displacement of fuel through, for example, the fuel pump indicated generally at 95. The pump 95 is of known type, and forming of itself no part of the present inventio'n, need not be here described indetail. For completeness it may be noted that the camshaft |5 serveslto carry pump cams 86 cooperating with a roller 91 of a follower '98, the latter being pivoted on an eccentric |00 susceptible of adjustment as' through an eccentric shaft |05.

'I'he pump proper 95 is characterized by a' pump.

body to which the numeral is applied, and a mounting flange |06. 'I'he displacement element or plunger of the pump is actuated as by a roller |09 carried outwardly of the pump body, either by the plunger or the plunger-following member ||0. A fuel discharge or injection tube is shnwn` at through which in a well known manner, the fugl is delivered to an injector vin one of the cylinders of the engine. f 4 Y In the arrangement of parts and 4operation of the device as thus far described, it is preferred that the sleeve 50 andthe cap structure 55, which are preferably secured together, be non-rotatable, and to the end of their-rotation, the cap structure: is provided with a projection or pin |16 (Fig. 7) engaging a slotted guide |,|6 therefor in thebqody of -thve bell crank providing positively against' described represent a completely operative/organ-l 5 ization, except for a provision of control of the speed setting or range in which the governercontrol is desired. Otherwise expressed, the spring 0| will, if of adequate loading, serve soto oppose the centrifugal effect of the weightelements of the governorthat the assembly will function as a single spring unit, but without provision for changing the springloading and hence the speed setting of the assembly.

In connection with the mechanism aording a speed regulation of theA governor through variation of its spring loading, there 'is provided in the portion 29 of the bracket 24, a pair of horizontal bearing pin apertures |20, through which extends a lever fulcrum pin |2|,vand on which is journalled, preferably through antifriction bearings and by further preference, through a needle type bearing |22, a lever indicated generally at |23. 'I'he lever is accordingly'movable about the pin '1|2| asa fixed axis. The lever |23 is preferably ized by longitudinal anges |24, and provided through a. zone inwardly of its pivoted end, with a pair of spaced projections apertured to receive a pin 26 on which is journalled, as through antifriction bearings preferably of needle type, a roller |21, the projections |25, pinV |26 and roller |21 being disposed so that the roller engages the end face ofjthe cap 55 substantially along a pro- Q longation of the axis of shaft 34. The'opposite or free end of the lever is fuilcated or slotted as at |30 (Fig. 4),-the furcations being bridged by a spring anchorage pin |3I ,-serving to receive a hook end of the main governor spring |32. This spring is, by preference, of tension type, and of somewhat greater size -and loading than the compression spring 8| heretofore described. The op- .posite or outer end of the spring |32 is -provided with a hook end serving to engage a pin |33. For adjustment 'purposes the pin |33 forms part of what may be considered an adjustable crank structure, and is connected as through a link portion |34 to alshaft or shank |35, the latter being adjustably secured in a clamping end |36, normally secured 'as by' a screw |31 in vtightly embracing relation to the pin |35. It will appear that by releasing the screw |31, the pin |33 may be rotated about |35 as an axis, to vary the length and hen'ce `the.loading of spring |32, following 05 one end in a recessed boss |44`in one sideof the housing and projecting throughs. similar journalling portion |45Vvin the oppositey or front wall of the case, beyond which the shaft is engaged by a swingable control lever |46 provided with a split clamping end |41 andhscrew |50 through which the control lever is securedto the shaft. The outer end of the control lever |46 is provided with a bored, partiallytapped angular offlset |5|, and a valove type handle |52, the threaded shank |53 of which engages the threads in of U shaped or channel section, being character` moved anticlockwise.

the bore of part |5|, The inner end of the shank |53 projects beyond the oiset portion toward the front wall of the case, where it abuts a bevelledclamping surface |54. It will be obvious from this arrangement that after the manual control arm |46 is disposed in its desired setting, threading up of they shank |53 will effect a frictional securement-"of the arm |46, in its adjusted position.

. Itis contemplated, as will appear from Fig. 1,

that the arm |46 be movable through a range sy of degrees, and that suitable indicia |55`|56 The inner end of shaft |42 is provided with an angular adjustable crank or lever |60, including a. split clamping portion |6| serving with a screw |62 to enable a tight frictional securement of e element |60 to the shaft |42. Pivotally connzrted, as through a pin |64 to the element |60 is a link |65, the opposite end o f which is pivotally connected as through avpin |66, to an adjustable extension arm or crank |61, to the eccentric shaft |05. The latter serves, as of itself is well known, through rotation of the eccentric |00, to shift the follower 98 laterally, or to the right or left as it appears in Fig. 8, thus moving the roller 91 to the right or left of the axis of the camshaft I5, hence eifecting an early and late adjustment of injection timing.

The function and advantages of the main spring and connections to the remainder of the l governor assembly, are thought to be apparent from the foregoing description of parts butit may be noted that, assuming the spring |32 to occupy an approximately-right angular relation vto the lever |23, the spring will, for a given adjustment of the crank` |33, exert a, maximum effective loading on the outer end of the lever |23. Otherwise expressed, this main spring will lfor a given loading adjustment, exert its maximum pull when approximately parallel to the governor` shaft 34. This loading, as will be obvious from the drawings, will be in a direction to oppose the centrifugal effect of weights 36 and 31. It will further appear that the movement of the manual of governor speed regulation, it will be noted that armv |40, movable about shaft |42, has such axis displaced appreciably from the point of anchorage of spring |32, to the lever |24. It results from this fact that, irrespective of the angularity However, in order to insure a still closer-degree .60

hence its loading are decreased as the outer'end z of the spring, throughflevers |40 and |46, are s fact will be apparent from a comparison of the full line and dotted positions o f the outer end of the spring |32. \It

will further be noted that the spring loading on the governor, ine/utilizing the dual springV arrangement-disclosed, never vanishes completely, since the auxiliary spring 8| remains at all times in of the spring to the lever, its effective length and 5 concurrently changing the angle and the absolute loading of the main spring |32. From the foregoing description it will appear that the a 'ustment features of the mechanism permit a ecision control and simultaneous varlation of th the effective spring loading, and the eiective spring rate, opposing the centrifugal force of the governor weights operating in a direction axially of the governor. It will be seeny that l when the main spring |32 is in its full speed 16 position, or at substantially a right angle to the governor lever |23, the spring loading or tension is at a maximumfand its component, parallel to the line of the opposing axial force due to th effect of the governor weights, is also at a maxi- -20 mum. While the spring is in this position, a

small movement of the pin |3|4 at the outer end of the governor lever |23, such asmay be due to a slight change. of engine speed, results in a direct pull on the spring, and hence results in a substantial change of spring force, so that the effective -spring rate is at a maximum. When, however, the spring |32 occupies its idling or low speed position as shown by dotted lines (Fig. 2), the tension of spring |32 is at a minimum, and its component parallel to the line of governor force,

is practically zero, with the result that the effective spring force is also practically zero, only the auxiliary spring 8| having at this time any sub-' stantial effect. It will be noted that any motion 35 of the pin |3| atv the free end of the governor lever occurs at nearly-.aright angle to the axis of the main spring` |32 when in idling position, and hence results in a practically negligible change of the loading of this spring, with the result that the effective spring rate is, under these circumstances, practically zero. There is thus provided `an ideal condition involving a decreasingly eiectivespring. rate, as the eiective spring force or speed setting is decreased, giving a nearly constant speed regulation over the predetermined range of speed settings.

It is further possible by varying the eccentricity of the fulcrum |42 on which the spring lever |,40 isl pivoted, relative to the pin |3| at the end ofthe governor lever |23, to vary the amount by which J the effective spring force varies fora given variation of the spring rate. By increasing this eccentricity, the spring force is made to vary more rapidly relatively to the variation of the spring rate, since the ellective spring rate depends only on the angle between the axis of the spring, and the line of force due to the centrifugal eil'ect of the governor weights.. Itis noted that the effective springrate is independent of the spring 6o loading.

It will further appear thatthe provision ofthe variable spring anchorage |33--I35 at the outer end of lever- |40, provides a means permitting a variation of the spring loading, which may be availed of in any angular positionv of the spring,

without infiuencing the spring rate.

'Ihere is shown by Figs. 9, '10 and 11, a modification or alternate form of connection between an axially displaceable governor sleeve, and thevfuel supply control organization. -In the structure according to these ilgures, the governor shaft |10 is supported in a plurality of vspaced antifriction' gwwbearings, Vone of whichl is indicated at |1I and car'ldwithin-a bracket Y|12 which is or may be substantially identical with the Ybracket 24. An

enlargement |13 is provided on shaft |10, \ad jacent which the governor gear |14 is located and suitably secured to the shaft. The 'governor gear |14 similar to gear I1, constitutes a bracket for governor weights |15 and |18, provided with pins 5 |11 and |18, and sleeve-camming projections |80.

, In this arrangement the camming/effect due to the outward movement of the governor weights, serves to displace, axially of the shaft, a sleeve I8| which may be rotatably secured to, but is 10 axially movable along the shaft |10. 'I'he sleeve I8I operates adjacent the gear |14, and there is provided n a shouldered portion of the. sleeve, awearing ring |82. The outer end of the sleevei |8I is reduced or shouldered to receive an anti- 15 friction bearing assembly |83, the' outer race of which serves to carry a partly conical element I 84. Spaced parallel projections I /(Fig. 10) are provided on the cone shaped pieceI84, these projections serving to receive therebetween a con- 20 forming projection |88 on the lever I81,.the portion |88 being provided with a headed insert or pin |90 serving as a wearing element disposed axially of the cone-shaped element |84 and in line with the axis of shaft |10. 'I'he main spring arrange- 25 ment, and connections therefrom to lever |81 are or may be identical with those shown by Figs. 2 and 4 and hence need not be presently described. Obviously the cone-shaped element 84 is held against rotation by the manner: of its engage- 30 ment with the lever |81. l

As a means for utilizing ,for control purposes, the axial movement of the cone-shaped part |84 resulting from a. similar displacement of the sleeve I8I, there is provided a lever |9I' movable 35 about a fixed pivot pin |92 and provided on its s governor end with a roller |93 secured as by a pin |94 vto the short ,end of the lever I9I. The free end of the long arm of the lever I9I,- is provided with an adjustable, threaded and headed 40 pin |95, the position of which with respectto arm |9I is adjustable as through a lock nut |96. The headed portion of the screw |95 engages a roller 200 carried as by a pin 20| in the furcated end 202 of the reciprocable fuel control rod 203. I'he 45 spring 204 may be a counterpart of spring 8|, heretofore described, and the manner of connec- ,tion from the reciprocable member 203 to a fuel rpivot 208 for lever |81. Forwardly of the portion 201 is an apertured lug 2I0, vertically bored and serving to receive and conform to a squared shank 2II on the pivot |92 .for lever |9I. I'he g pin |92 is of circular section above the squared 460 shank, soA as to provide .the requisite pivot portion. Securement-y of the pin 2II-I92 is conveniently effected as/by an assembly nut 2|2.

From the foregoing it will appear that outward movement, or shift in position to the left (Fig. 65

10), of the partly cone-shaped piece |84, will tend to displacethelever ISI' about its pivot |92 in an anticlockwise direction (Fig. 10) in a manner to move the reciprocable rod 203 against the loading of spring 204. Since the remaining por- `70 I tions of the assembly are or may bev identical with those heretofore described, no repetition of suchA description is regarded as necessary. 'Ihe arrangement is suchthat the length of the lever I 8| between pivot |82. and pin |84 is less than 475 between pivot l92 and pin |95 so that there results, asin the preceding construction, a motionmultiplying connection from the governor actu-- ated sleeve, to the reciprocable control rod gov-I erning the engine fuel supply or other organization to be controlled.

It will be apparent from the foregoing descripseveral objects hereinbefore expressed and im plied.

embodiments of the invention, is to be understood solely in a descriptive, and not in a limitving sense, since numerous changes may be made in te' parts as well as in their combinations and arrangements, without departing from the full intended scope of the invention as defined-.by the claims hereunto appended.

I claim as my invention: l 1.-In a governor assembly of a type including centrifugally movable speed responsive members,

a governor shaft and means for rotating said shaft to actuate said members, an element displaceable along the axis of the shaft in response to movement of the centrifugal members, a -lever -operatively associated with the displaceable element,- a spring .connected to the llever in a man,-

ner to oppose speed responsive movements there-"1 of, a manual control member for swinging said spring to vary the angle and e'ective loading thereof with respect to the'lever, and through a range of positions including both zero degrees t and ninety degrees to the lever, an auxiliary spring of substantially constant effective loading on the centrifugal members, andmeans for varying Athe inherent loading ofthe spring, in the different positions 'of the control member. "V

2. In a .governor assembly of a type including centrifugally movable speed responsive members,

a governor shaft and means for rotating said shaft to actuate said members, an elern'ent dis- 'placeable along the axis of the shaft in response to movement of the centrifugal members, a lever operatively associated with the displaceable element, avtension spring connected atoneof its ends to the lever and normally tending to oppose its speed responsive movement, a manually movable control arm connected to the opposite end of the spring, and pivoted so as to vary the, effective loading -of the spring incident to its.

movement, a connection between the last said end of the spring and said arm, adapted tovpermit an adjustment of spring loading in anyposition of the arm, an auxiliary spring and connections ltherefromsuch that it tends to oppose the speed responsive movement of the centrifugal ,mem-

- bers, and'means fory selectively disposing the control arm yin'positions such that the tension spring serves respectively to oppose, to augment, and to be without effect on the effective loading of the-auxiliary spring.

3. I n an engine governor assembly, a plurality of centrifugally movable speed responsive members, a governor shaft, means for rotating said shaft to actuate said members, an-element dis placeable axially of the shaft in response to cene The vdetail of vpresent 4disclosure of preferred trifugal displacement of said members, connections fortranslating the movements of said element to an engine organization to be controlled thereby, a pair of governor springs connected in .opposing relation to centrifugal movement of the axially displaceable element, and in a man- 'ner to impress thereon an eiective resultant spring loading and means for varying the angular position of one of saidsprings, to provide a loading component variable between nero and the maximum inherent in the spring, and independently of the other spring, constituting a substantially constant loading component, for controlling thespring loading against thecentrifugai governor elements. i

4. In an engine governor assembly, a plurality of centrifugally movable' speed responsive mem` bers, a governor shaft, means for rotating said shaft to actuate said members, an element displaceable axially of theshaft in response to centrifugal effect of said'members, connections for translating movements of said element to an enof governor springs, one of relatively greater;

and the other of substantially lesser loading, separate connectionswhereby the springs are functionally related in opposing relation to the axially displaceable element, one of said springs being of constant loading, and the other of variable loading, and means for manually varying t e angular position. and therebytthe eective loaling of the latter spring, between angular limits including a zero loading, and a maximum loading position of the spring substantially parallel to the governor shaft. t

5. In an engine governor assembly, a plurality of centrifugally movable speed responsive members, a governor shaft, means for rotating said shaft to actuate said members, an element displaceable-axially of the shaft in response to centrifugal displacement of said members, connec-i tions, including 'a governor lever,for translating the movements .of said element 'to an engine orto permit movement of the`main' spring from a maximum lever-loading Y position substantially parallel to the governor shaft, through a position corresponding to zero loading of the lever by the main spring. v

' 6. In-a governor assembly, a plurality of cen- A trifugal governor weights, a governor shaft, powered means for rotating the vshaft to actuate said weights, a sleeve on one end of the shaft mov.- able axially thereof` in. response 'to centrifugal weight movement, a bell crank lever havinga shorter arm pivotally connected to said sleeve, a fixed lever ,-pivot, and a longer arm, a control rod disposed at substantially a right angle to the governor shaft and pivotally related to the longer bell crank arm, a compression spring of substantially constant loading carried bythe control rod, and so related thereto as to oppose centrifugal movement ofthe governor weights through said crank and sleeve, a control connection from said rod, a'bracket in winch e governor shaft is journalled, a governor lev pivotally related to bracket, a roller on said lever provided arranged for swinging said arm about its pivot in al manner to vary the angle and eective loading of the main spring through a range embracing zero and maximum effective loading of the main spring on the governor lever. r

ANKER K. ANIONSIJN.4 

